Elevator controller



H. P. REED ELEVATOR CONTROLLER Filed 001}. 29, 1921 2 Sheets-Sheet l 2 v I 1. F R3 R 1 I IN V EN TOR. Roan W I. W W fqa BY A TTORNEY 1,640,555 A 8- 30, 1927' H. P. REED ELEVATOR CONTROLLER Filed 001;. 29. 1921 2 Sheets-Sheet 2 Y INVENTOR. v Hum/mm '1. Km BY W. Y

ATTORNEY L Patented Aug. 30, 1927.

UNITED STATES 1,640,555 PATENT OFFICE.

HARRISON P. REED, OI MILWAUKEE, WISCONSIN, ASSIGNOR TO THE CUTLER-HAM- HER MFG. 00., OF MILWAUKEE, WISCONSIN, A CORPORATION OF WISCONSIN.

ELEVATOR CONTROLLER.

Application filed October as, 1921. Serial No. 511,354.

This invention relates to elevator controllers and more particularly to such controllers of the push button operated type,

Such controllers as ordinarily constructed heretofore have been seriously deficient through failure to guard against uncertain or erratic functioning of the elevator due to simultaneous selection of different oper ations or to selection of a new operation during enactment of a given operation. Again certain types of controller have proven disadvantageous due to failure to provide against unwarranted retention of the car by the person having control thereof temporarily and also against unwarranted interference in such temporary control. Further serious difficulty has been encountered in effecting sto ping of the car with precision at'the in ividual landings.

The present invention has among itsob- 'jects that of obviating the foregoing dis.-

advantages and difficulties and in otherwise improvlng the construction and operation of the controller as will hereinafter appear.

In the accompanying drawing,

Figure 1 is a diagrammatic view illustrating a controller wherein the present invention is embodied;

Fig. 2 is a simplified diagrammatic view of the same; 4

Fig. 3 is a side elevational view of an element of the floor stop selector which may be preferably employed as a unit of such controller; while,

Fig. 4 is a plan view illustrating certain details of Fig. 3.

Referring particularly to Figs. 1 and 2 of the drawing, the same illustrate a reversible driving motor having an'armature A, a series field F, a shunt field F, steps R to R" of series starting resistance, a resistance R for limiting the current to the shunt field and a further step R of dynamic braking resistance to be connected in a closed loop 7 including the armature Afor slowdown.

An electromagnetically releasable brake indicated by'the coil B is also provided.

Electroresponsive reversing switches 9 and 10 control the line connections of the motor armature in the usual manner whereas a conventional form of dash pot retarded 'electroresponsive accelerator 11 provides for rogressive exclusion of the steps of start mg resistance, the series field F belng also excluded on the last acceleration point and the motor being thereafter adapted to act under the shunt field energization only.

The shunt field F is connected permanently across the motor supply lines through resistance R, the latter to be excluded by an electroresponsive switch 12 which also serves upon closure thereof toefi'ect energi zation of the brake releasing coil B. An

electroresponsive switch 13 serves to control continuity of the aforementioned dynamic braking loop. Relays 14 and 15 serve respectively to control the energization and response of theindividual reversing switches 9 andlO. Certain of the foregoing switches are provided with electrical interlocks as hereinafter described,

In addition to the foregoing more or less conventional elements, the controller also includes an automatic floor stop selector, indicated generally at 16, to be driven at reduced speed by the driving motor or otherwise operated at a speed pro ortionalto that of the elevator car, said se ector acting in conjunction with floor stop relays 17,

p 18 and 19, one of said relays being provided for each landing, in the present instance three. A group 20, 21 and 22, of push button or other voluntarily operable switches is provided for location in the car and to correspond in number to the number of landings provided, and an equal number of similar switches 23, 24 and 25 are located individually at the respective landings. A non-interference relay 26 and a dash ot retarded timing rela 27 are also provided for purposes hereina ter explained.

The floor stop selector, as illustrated particularly in Figs. 1 and 3, comprises a number of substantially distinct groups of switching devices corresponding to the number of landings and each group being adapted to control the slow down and stopping of the car at its particular landing. Each complete group of switching devices includes two electrically independent contactors movable jointly-in one direction to co-operate respectively 'with'a pair of fixed contacts for limiting upward movement of the elevator car and also movable jointly in the opposite direction to co-operate. with a second pair of fixed contacts for limiting downward movement of the car.

I The pairs of fixed contacts of each group ated contactor: for a longer 4 pendent u on closure of the normally closed are arranged to extend toward oneanother and their associated contactors are pivotally mounted to swing therebetween. for engaging the. pairs of contacts selectively, the latter being spaced to permit positioning of the contactors in a medial relation out of engagement with allof said contacts. Further, one fixed contact of each pair is more elongated than the other and hence is adapted to maintain engagement with its associeriod during disengaging movement of the atter.

' Each of the aforementioned groups of switching devices is provided with operating means comprising a rotatable cam which may comprise essentially a gear sector of such are as to provide for .two adjacent teeth as illustrated. In practice the operating cams for the several groups of switching devices are rigidly secured upon a common shaft 30 the latter to be driven by the motor or otherwise at a speed proportional to that of the movement of'the car, the relation being such that as the car arrives at any landv ing the contactors electrically associated with that landing are moved to the neutral position shown in Fig. 3.

Upon upward movement of the car away from any landing the corresponding operating cam serves to move its associated contactors into engagement with their associated down contacts thereby resetting that group of the selector switches and providing forsubsequent stoppin of the car at that landing, if desired, during approach of the car from above. Similar observations apply to downward movements of the car.

It thus'follows that with the car at any landing the switches of the floor stop selector are preset for 'all the other landings and hencethe car may be caused to approach and stop at any of such other landings through actuation of the proper push button for energization of that group of selector switches which are adapted to open when the car arrives at the particular landing selected. 4

' The push button switches are similar to one another in construction and each includes a pair of normally closed contacts 31 and a pair of normally open contacts 32 and voluntary actuation of each button serves to insure se aration of its normally closed contacts. iforeover energization of the circuit of each button except. the first ismade decontacts 0 all the preceding buttons, precedence being given to the lower. as opposed to the upper buttons andto the car buttons as opposed to the landing buttons. Hence it follows that o oration of any switch serves to. render me ective all the switches there'- beyond, during enactment of the function of the controller selected by theswitch so actuated. Thus if two or more buttons'be actuated simultaneously the button nearest the energy supply prevails and interference from this source is obviated.

Also the common sup ly line to all the buttons passes through t e normally closed non-interference relay 26, said relay, however, being adapted to become energized and open as soon 'as the preselected reversing switch receives energization. Thus as soon as the car begins to move, the aforedescribed car and landing buttons are all rendered ineffective to change or interfere with the selection previously made. Under these conditions, however, the car is still under control of, stop button 33 which is preferably located also within the car and which is maintained eiiective'at all times While the controller is in operation.

Further, the feed circuit to the landing buttons 28, 24 and 25 is subjected to additional control by the timing relay 27. This relay is normally closed but is adapted to open and remain open while the car is moving and for a predetermined period after stopping, such period being determined by the settin of the dash-pot .attached to said switch. fiuring this period the car cannot be started by the landing but-tons since the latter are dead. However, the person within the car may again start the same, if desired, by means of the car buttons which are alive, ormay open the car door and thus in the usual manner prevent further movement of the car until the door has been closed. But should the person within the car do none of these things during the time between stopping of the car and reclosure of the timing relay the car may thereafter be started by actuation of one of the landing buttons.

The various circuits may be described as follows; reference being had particularly to Fig.2, and neglecting the motor'series circuits which are entirely. obvious. The motor shunt field circuit extends from the line L to a contact of the switch 12 thence. throughthe current limiting resistance R" to another contact of said switch 12, thence through the shunt field to line L. The

from line L through various conventional protective devices including up and down overtravel switches, door switches and the like, whereas, upon the opposite side all of said circuits are connected to line L through other conventional protective devices including up and downtravel limit switches and the like. 7

Thus beginning at a point beyond the first-mentioned protective devices the circuit of the energizing coil of reversing thence through an additional step of ourrent limiting resistance R which is normally shunted by auxiliary contacts of the accelerator 11, thence through the several latter mentioned protective devices to line L The circuit of reverse switch 10 extends similarly from within the protective devices associated with line L through relay thence through the coil of said reversing switch uniting with the energizing circuit of reverse switch 9 and thence to line L as formerly traced.

The energizing circuit of the accelerator 11 similarly extends from a point within the rotecti-ve devices associatedwith line L trough auxiliary interlocking contacts of the dynamic braking switch 13 thence through the coil of said accelerator and to line L as formerly traced. The energizing circuit of the timing relay 27 extends from an auxiliary contact of the field brake switch 12 through the coil of said relay 27 thence through current limiting resistance R to line L" as formerly traced. Hence the circuit of this coil is energized directly from line L but only during closure of the field brake switch 12.

The supply circuit to the several push buttons extends from line L through the aforedescribed f protective devices and through the stop button 83 thence through the non-interference relay 26 and through the normally closed contacts of the several push buttons as aforedescribed, except the ast push button, terminating at the left down contact of said button 25.

The remaining circuits will be traced from line L to the left for greater conven'rence. Thus the :circuit of the energizing coil of dynamic braking switch 13 extends from line L through its associated protective devices and through the coil of said dynamic braking switch thence through the. electrical interlocking contacts of one or'the other of reversing switches 9 and 10, thence to each of'the four shortened fixed contacts of the floor stop selector. The cir-' cuit of the reversing switch relay 14 extends from line L through the protective devices as formerly traced thence through the coil of said relay and to both ofthe upper or left hand elongated fixed contacts of the fioor stop selector. The circuit of the energizing coil of reverse switch relay 15 extends similarly from line L through the coil of said relay and thence to the right hand or down elongated fixed contacts of the floor stop selector.

Considering now the movable contactors of the vfloor stop selector which co-operate with the respective elongated contacts thereof, it is observed that each of said movable contactors is connected directly through the coil of its associated relay to the normally open contacts of each of the two push buttons which select the landing with which the contactor in question is electrically associated. Each relay coil is furthermore connected tothe frame of its associated relay -whereb upon closure of the relay the same is a apted to maintain itself independently of any of the push buttons. The joint maintaining circuit of said relays is also 1 independent of the non-interference and timing relays, but is subject on the other hand to control through the stop push button.

The floor selector movable which co-operate respectively shortened contacts thereof are nected directly to the normally contactors with the each conopen contacts of their respective relays as shown and it is thus apparent. that these relays serve-to permit maintenance of the circuit connections selected through any given push button following release and opening of such button and also independent of the non-interference and timing relays as aforedescribed.

The 6peration of the controller may be described as follows, the elevator car being assumed to be stationed at the second landing as indicated by the neutral position of the intermediate pair of contactors of the floor stop selector which correspond with such landing. Assume now that a person entering the car desires to descend to the first landing. The button is thereupon depressed, thus de-energizing all the but; tons which are more remote from line L as aforedescribed. Closure of said button serves to select the group of switches of the floor stop selector which are adapted to open as the car reaches the first landing, the circuit being from line L through the protective devices, the stop switch 33, the non-interference relay 26 and the push button 20 as formerly traced, thence through the coil of the floor stop relay 19 to-and through the lowermost contacts of the floor stop selector, thence through the coil of reverse switch relay '15 and through the several protective devices to line L.

Relay 15 thereupon closes and completes the energizing circuit of, the down reverse switch 10 and also 'ofthe non-interference relay 26 and the field brake switch '12.

lUU

- B for release of the brake. Following closure of switch 15, switch 13 opens and interrupts the dynamic braking loop.

The field brake switch 12 also upon clos ing serves to effect energization ofthe timing relay 27 which thereupon opens interrupting the feed to the landing switches 28,

24 and 25 at an additional point as described. Response of the dynamic braking switch 13 further serves b means of its auxiliary contacts to provi e for energiza-. tion of the accelerator 11 which thereupon responds for cutting out the motor series resistance progressively subject to dash pot delay. Moreover such response of said accelerator serves to open the shunt circuit around the resistance R in the energizing circuit of the field brake relay 12, thereby permitting said latter relay to remain closed but providing against reclosure thereof until after the series field and starting resistance have all been reincluded in the motor circuit. A

As the car descends the cam shaft 30 of the floor stop selector moves at a speed proportional therewith and as the first landing is approached the lower pair of the floor stop selector movable contactors as illustrated in Fig. 2 are engaged by their associated cam and moved jointly to the left. During such movement the short fixed contact is first disengaged thereb interrupting the energizing circuit of the ynamic braking switch 13, which thereupon drops and closes the dynamic braking circuit of the motor for slowing down the latter. Such closure of said switch '13 also serves through opening of its auxiliary contacts to interrupt the energizing circuit of the accelerator 11 which thereupon descends subject to dash pot retardation for progressively reincluding the steps of starting resistance and the series field in the motor circuit for slow down. Also such de-energization of the accelerator provides for ultimate resetting of the closing circuit of the field brake switch 12 as aforedescribed.

The car continues to descend under the aforedescribed slow down conditions during a period determined b the difference in length of the aforementioned two fixed contacts of the floor stop selector, and as the lowermost contactor of the selector finally disengages its associated elongated contact, the energizing circuit of relay 15 is interrupted, said relay being thereupon adapted to 0 en and interrupt the energizing circuit of t e reversing switch 10 and also of the field brake switch 12 both of which are 'thereupon adapted to open, the former interrupting the line connections of the motor armature and leaving the same connected in the d namic braking loop. aforedescribed, and t e latter opemng the shunt around the shunt field resistance R, de-energizing I period determined by the ash pot a justment during which period thelanding switches 23, 24 and 25 are maintained ineffective for starting the car. The duration of such period is as aforestated sufficient to permit the person within the car to open the car door thus'preventing starting of the latter or by actuation of one of the car buttons 20, 21 and 22 to select a further movement of the car if desired, the aforedescribed opening of relay 15 having already served to interrupt the energizing circuit of nominterference relay 26 which thereupon closed providing energization for said car push buttons.

The foregoing actions of the designated switches thus provide for sto ping of the motor at the first landing an maintaining the same under action of the mechanical brake, the dynamic loop being also closed while the car is at rest. The car buttons furthermore are energized immediately upon stopping, whereas, the landing push buttons are also re-energized subject to a given delay.

as aforedescribed. Also under the foregoing conditions the contractors of the floor stop selector which correspond to the first landing will be in off position and the other pairs of contactors of said selector will now be in their respective on positions corresponding with upward movement of the car as aforedescribed, the controller being now in condition for further operation which will be similar in character to the foregoing.

Here it may be observed that, as the particular controller herein described and illus trated is adapted to provide for but three landings, only the middle set or group of switching devices of the floor stop selector is complete, the two terminal sets of said de vices being incomplete since in these cases it is necessary only to provide for stopping of the car during approach from one direction. Obviously in order to adapt the controller to serve a greater number of landings it is merely necessary to add the necessary number of sets of switching devices, similar to the complete medially located set aforedescribed, together with a suitable number of associated relays similar to the relay 18 and a like number of car and landing push of slow down for any lan ing may be deter-.

mined by the angular relation which the cam element governing that landing bears to the cam shaft whereas the duration of the slow down period and the point of stopping of the car may be determined by the amount which the fixed contacts 40 and 40 exceed their respectively associated contacts 41 and 41 in length. Thus it is of the utmost im portance that means he provided for effect ing ready, accurate and permanentadjust ment of these factors.

To such end the cam shaft 30 is provided with a number of rigidly and permanently secured sectors 42 equal to the number of floor landings for which provision is made, said sectors being of very appreciable angular extent such as substantially quadrant form as illustrated and each of said segments is provided with an arcuate slot 43 of material length. The cam elements 44, each comprisin preferably a pair of gear teeth or the li e as described, are loosely mounted upon the cam shaft each adjacent its associatedrigidly secured sector and each having an opening therein adapted to register with the aforedescribed slot of such sector. In each instance a clamping bolt 45 or the like is arranged within such slot and such opening for clamping the cam element to its sector in practically any given or desired angular relation to the shaft.

Also as illustrated, particularly in Fig. 4, all of the fixed contacts of the selector are adapted to be longitudinally adjusted individually with reference to the position of each associated movable contactor whereby the point of initiation of the slow down may be further adjusted not only for each individual landing but for each of the two direc tions of approach for such landing. In

practice the individual contact fingers are providedwith longitudinal slots 46 as shown, the long fingers being provided with correspondingly elongated slots, said slots being adapted to receive the usual securing bolts 47 as illustrated, the usual biasing springs 48 being also provided. Each of the bolts 47 is further provided with a slotted head to receive a screw driver or the like. Further each finger support is provided upon its under side with a square or-otherwise non-circular depression adapted to receive the bolt securing nut 49 therein for preventing turning of the latter.

Thus in order to adjust the effective length of any contact finger it is merely necessary by means of a screw driver or the like toloosen its securing bolt sufficiently to permit sliding of the finger with reference to its support into exactly whereupon the bolt is. screwed back to afford the desired tension upon the finger, the latter being thus secured in its adjusted relation and the adjustment being effected readily and expeditiously without removal or disarrangement of any portions of the selector except the outer casing. I

The adjustment of the stop selector by the means last described may be thus effected at a minimum expenditureof time, labor and inconvenience, and preferably as follows: The car is accurately positioned at a-given landing, as for example, the second,

and while so positioned the floor stop open ating cam which is associated with such landing is loosened upon its sector and is so adjusted with reference thereto as to bring the contactors associated therewith into vertical position above their pivot sup port, the cam being thereafter clamped to its sector in such adjusted relation thereto. The contact fingers 40', 40 and 41, 41, are thereafter loosened by screwing back their securing bolts and are adjusted longitudinally to provide for suitable timed initiation and duration of the slow down period to insure stopping of the car precisely at that landing following approach from either direction. These contacts are thereafter clamped in their adjusted positions, ,the cor rectness of which should be teste under working conditions. Ordinarily the slow down may commence at an earlier stage for -descent than for ascent and also earlier for the lower than for the higher landings, al

though in given installations the opposite ammatic ree landthe desired relation,

lot.

this particular the floor stop selector illustrated in Fig. 3 includes a sufficient number of cam elements to serve eight landings,

only three of said cam elements being tively required in the diagrammatical y lustrated control.

What I claim as new and desire to secure by Letters Patent is: I

1. In a controller for motor operated elevators vand the like, thecombination with means, ncluding voluntarily operable switches, for effecting starting of the motor and automatic stopping following a predetermined range of operation thereof, of associated means for rendering all of said switches ineffective to influence the action of the motor during the interval between starting and stopping thereof, and means for maintaining certain of said switches similarly ineifective for a predetermined period after stopping of the motor while maintaining other of said switches effective during such predetermined period.

2. In a controller/for motor operated elevators and the like, the combination with means for starting the motor and means for automaticallydecelerating and stopping the motor following different predetermined ranges of operation thereof, a plurality of adjustable contacts providing for varylng independently the extent of each of such ranges.

3. In a controller for motor operated elevators and the like,the combination with means for starting the motor and means for automatically decelerating the motor following different predetermined ranges of operation thereof and stopping of the motor following different predetermined total ranges of operation thereof, a plurality of adjustable contacts providing for varying independently the extent of each of such individual ranges.

4. In a controller for motor operated ele vators and the like, the combination with means for starting the motor in opposite directions selectively and means for autothereof in either direction and stoppin matically decelerating the motor following different predetermined ranges of operation the motor following different predetermined ranges of decelerated operation thereof in either direction, a plurality of adjustable contacts providingror varying independently the extent of each of such individual energized for a predetermined period after stopping of the motor.

6. In an automatic stop device for electric motors, the combination with means including a plurality of sets of contacts to cooperate respectively for effectin deceleration and stopping of the motor, of operating means for said contacts to be driven at a speed proportional to the motor and means providing for independent adjustment of said contacts with, reference to said operating means for varying the range of motor operation to be determined by the individual sets of co-operating contacts.

I In witness whereof, I- have hereunto subscribed my name.

HARRISON P. REED. 

